U.S. patent number 10,273,139 [Application Number 13/756,318] was granted by the patent office on 2019-04-30 for refueling adapter.
This patent grant is currently assigned to Ford Global Technologies, LLC. The grantee listed for this patent is Ford Global Technologies, LLC. Invention is credited to Brian Thomas Aitken.
United States Patent |
10,273,139 |
Aitken |
April 30, 2019 |
Refueling adapter
Abstract
A refueling adapter is provided. The refueling adapter includes
a nozzle section and an inlet section coupled to and positioned
upstream of the nozzle section, the inlet section including a
restrictor element extending across an inlet section flow passage
and an anti-sealing rib coupled to an inlet section housing and
axially extending along the inlet section flow passage.
Inventors: |
Aitken; Brian Thomas (Livonia,
MI) |
Applicant: |
Name |
City |
State |
Country |
Type |
Ford Global Technologies, LLC |
Dearborn |
MI |
US |
|
|
Assignee: |
Ford Global Technologies, LLC
(Dearborn, MI)
|
Family
ID: |
51163743 |
Appl.
No.: |
13/756,318 |
Filed: |
January 31, 2013 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20140209209 A1 |
Jul 31, 2014 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B67D
7/42 (20130101) |
Current International
Class: |
B67D
7/02 (20100101); B67D 7/42 (20100101) |
Field of
Search: |
;141/297,301,331,332,333,334,350,310,342,311R,201
;220/86.2,808,86.1,368 ;239/552,548,590.3 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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2170121 |
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Jul 1986 |
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GB |
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2003312277 |
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Nov 2003 |
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JP |
|
2012076754 |
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Apr 2012 |
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JP |
|
Other References
Zitkovic M., et al., "Universal Capless Refueling Funnel," U.S.
Appl. No. 13/679,587, filed Nov. 16, 2012, 49 pages. cited by
applicant.
|
Primary Examiner: Niesz; Jason K
Assistant Examiner: Hakomaki; James
Attorney, Agent or Firm: Voutyras; Julia McCoy Russell
LLP
Claims
The invention claimed is:
1. A refueling adapter comprising: a nozzle section; and an inlet
section coupled to and positioned upstream of the nozzle section,
the inlet section including a restrictor element extending across
an inlet section flow passage and an anti-sealing rib coupled to an
inlet section housing and axially extending along the inlet section
flow passage, where the nozzle section removably engages with a
cap-less refueling port, and where the anti-sealing rib is axially
spaced away from the restrictor element, where the anti-sealing rib
is positioned upstream of the restrictor element, where the
refueling adapter does not include a conductive material, where the
restrictor element is circular, where the restrictor element is
positioned perpendicular to an axis of the nozzle section, where
the restrictor element includes a mesh, screen, or grate, where the
refueling adapter is a non-black color, and where a diameter of the
restrictor element is less than a diameter of the nozzle section of
the refueling adapter, the restrictor element forming flow passages
between an outside edge of the restrictor element and the nozzle
section.
2. The refueling adapter of claim 1, where at least one of the
restrictor element and the anti-sealing rib comprises a
non-conductive material, and wherein the restrictor element
extending across the inlet section flow passage does not completely
block the inlet section flow passage.
3. The refueling adapter of claim 2, where the non-conductive
material comprises a non-conductive polymeric material, where the
inlet section comprises a frustoconical section of the
non-conductive material, and where the nozzle section comprises a
cylindrical section of the non-conductive material.
4. The refueling adapter of claim 1, where the anti-sealing rib
circumferentially extends around only a portion of the inlet
section housing and extends in a radial inward direction from a
surface of the inlet section housing, and where the anti-sealing
rib is directly coupled to the restrictor element.
5. The refueling adapter of claim 1, where a boundary of the inlet
section flow passage is defined by the inlet section housing and
the anti-sealing rib, and where an area of a flow impeding surface
of the anti-sealing rib is less than an area of a flow impeding
surface of the restrictor element.
6. A system, comprising: a vehicle having a cap-less refueling
port; and a refueling adapter removably engaging the cap-less
refueling port, the refueling adapter comprising: a nozzle section
and an inlet section coupled to and positioned upstream of the
nozzle section, the inlet section including a restrictor element
extending across an inlet section flow passage and an anti-sealing
rib coupled to an inlet section housing, the cap-less refueling
port configured to receive the refueling adapter, wherein the
anti-sealing rib includes a first and a second portion, the first
portion extending along an interior of the inlet section in an
axial direction, the second portion extending across the inlet
section in a radial direction, and the second portion directly
coupled to the restrictor element.
7. The system of claim 6, where at least one of the restrictor
element and the anti-sealing rib of the refueling adapter comprises
a non-conductive material, wherein the restrictor element extending
across the inlet section flow passage does not completely block the
inlet section flow passage.
8. The system of claim 7, where the non-conductive material
comprises a non-conductive polymeric material, and where the inlet
section comprises a frustoconical section of the non-conductive
material, and where the nozzle section comprises a cylindrical
section of the non-conductive material.
9. The system of claim 8, where the refueling adapter does not
include a conductive material.
10. The system of claim 6, where the anti-sealing rib
circumferentially extends around only a portion of the inlet
section housing and extends in a radial inward direction from a
surface of the inlet section housing.
11. The system of claim 10, where the restrictor element includes a
planar surface perpendicularly arranged with regard to an axis of
the nozzle section.
12. The system of claim 10, where the anti-sealing rib is
positioned upstream of the restrictor element, and the restrictor
element is configured to decrease a flow rate.
13. The system of claim 12, where a boundary of the inlet section
flow passage is defined by the inlet section housing and the
anti-sealing rib, and the first and second portions of the
anti-sealing rib are arranged perpendicularly to each other.
14. The system of claim 12, where an area of a flow impeding
surface of the anti-sealing rib is less than an area of a flow
impeding surface of the restrictor element.
15. The system of claim 6, where the anti-sealing rib is spaced
away from the restrictor element in the axial direction.
16. The system of claim 6, where the restrictor element is
circular, and a thickness of the inlet section housing does not
vary along its length.
17. The system of claim 6, where the restrictor element is
positioned perpendicular to an axis of the nozzle section.
18. The system of claim 6, where the restrictor element includes a
mesh, screen, or grate.
19. The system of claim 6, where the refueling adapter is a
non-black color and includes a pen clip coupled to the inlet
section housing.
Description
FIELD
The present invention relates to a refueling adapter in a fuel
delivery system of a vehicle.
BACKGROUND AND SUMMARY
Vehicles having internal combustion engines require periodic
refueling to enable continued combustion operation in the engine
after periods of vehicle use. Vehicles may be equipped with
refueling ports to enable refueling nozzles to be inserted into a
refueling conduit to enable fuel to be delivered to a fuel tank in
the vehicle. However, the refueling port may only be configured to
receive certain types of standardized nozzles, to reduce the
likelihood of filling the fuel tank with an improper fuel.
Specifically, mis-fueling inhibitors may be provided in refueling
ports to inhibit nozzles having certain sizes and/or geometries
from being inserted into the refueling ports. Consequently, certain
refueling ports may only be able to receive a limited number of
refueling nozzles, thereby decreasing the refueling port's
applicability. For example, the refueling port may not accept
nozzles from a fuel can, preventing a vehicle operator from
remotely refueling their vehicle.
JP201276754 discloses a refueling funnel for refueling a vehicle
from a portable fuel can. The refueling funnel includes a
connecting part which spans the diameter of a filler pipe.
The Inventors have recognized several drawbacks with the refueling
funnel disclosed in JP201276754. Firstly, the refueling funnel may
build up a large amount of electrostatic charge during refueling.
The refueling funnel may be particularly susceptible to
electrostatic charge build-up when the flowrate of the fuel through
the funnel is high. Moreover, the geometry of the funnel may enable
a refueling nozzle to seal against the funnel during refueling,
further increasing the build-up of electrostatic charge.
As such in one approach a refueling adapter is provided. The
refueling adapter includes a nozzle section and an inlet section
coupled to and positioned upstream of the nozzle section, the inlet
section including a restrictor element extending across an inlet
section flow passage and an anti-sealing rib coupled to an inlet
section housing and axially extending across the inlet section flow
passage.
The restrictor element increases losses in the adapter, thereby
decreasing the flowrate of the fuel through the refueling adapter
and decreasing electrostatic charge build-up during refueling.
Moreover, the anti-sealing rib reduces the likelihood of a nozzle
sealing against the housing of the refueling adapter, further
reducing the amount of electrostatic charge build up in the
refueling adapter during refueling. As a result, the likelihood of
an electric discharge occurring in the fuel which may cause a fire
and/or explosion is reduced.
In some examples, the refueling adapter may comprise one or more
non-conductive material(s), due to the reduction in electrostatic
charge build-up. Consequently, the price of the refueling adapter
may be reduced when compared to refueling adapter which may
comprise costly conductive materials.
It should be understood that the summary above is provided to
introduce in simplified form a selection of concepts that are
further described in the detailed description. It is not meant to
identify key or essential features of the claimed subject matter,
the scope of which is defined uniquely by the claims that follow
the detailed description. Furthermore, the claimed subject matter
is not limited to implementations that solve any disadvantages
noted above or in any part of this disclosure.
BRIEF DESCRIPTION OF THE FIGURES
FIG. 1 schematically shows a vehicle including an engine and a fuel
delivery system;
FIG. 2 shows an example refueling adapter;
FIG. 3 shows an example cross-sectional view of the refueling
adapter illustrated in FIG. 2;
FIG. 4 shows another example cross-sectional view of the refueling
adapter illustrated in FIG. 2;
FIG. 5 shows the refueling adapter illustrated in FIG. 2 during
refueling operation;
FIG. 6 shows another cross-sectional view of the refueling adapter
illustrated in FIG. 2; and
FIG. 7 shows a method for operation of a refueling adapter.
FIGS. 2-6 are drawn approximately to scale, however other relative
dimensions may be used if desired.
DETAILED DESCRIPTION
The present description relates to a refueling adapter which
reduces electrostatic charge build-up during refueling through
increased losses in the adapter via a restrictor element. A
decrease in electrostatic charge build-up during refueling
decreases the likelihood of a fire and/or explosion caused by the
discharge of the electrostatic charge in the fuel. An anti-sealing
rib is also provided in the refueling adapter upstream of the
restrictor element. The anti-sealing rib is configured to reduce
the likelihood of a nozzle sealing in the adapter, further
decreasing electrostatic charge build-up during refueling. The anti
sealing rib may also reinforce the flow restrictor so the nozzle
user has a reduced chance of breaking the restrictor plate. Due to
the decrease in electrostatic charge build-up during refueling the
refueling adapter may be constructed out of a non-conductive
material, if desired. As a result, the cost of the refueling
adapter may be decreased when compared to refueling nozzles
constructed out of conductive material.
FIG. 1 shows a vehicle 10 including a fuel delivery system 12
configured to provide fuel to an engine 14 in the vehicle. An
intake system 16 is configured to provide intake air to the engine
14, denote via arrow 17, is also provided in the vehicle 10. The
intake system 16 may include a throttle, inlet manifold, intake
conduits, etc. The engine 14 is illustrated as having a cylinder
18. However, additional cylinders may be included in the engine, if
desired. Combustion operation may be performed in the cylinder 18.
The engine 14 may include components configured to facilitate
combustion operation implementation. An exhaust system 20
configured to receive exhaust gas from the engine 14 during
combustion operation is also provided in the vehicle 10.
Specifically, the exhaust system 20 may be in fluidic communication
with the cylinder 18, denoted via arrow 19. The exhaust system 20
may include an exhaust manifold, exhaust conduits, emission control
devices, etc.
The fuel delivery system 12 includes a fuel tank 22. The fuel
delivery system 12 includes a fuel tank 22 configured to store any
suitable fuel such as gasoline, diesel, alcohol (e.g., ethanol and
methanol), bio-diesel, etc. A fuel pump 24 including a pick-up tube
26 is in fluidic communication with a fuel volume in the fuel tank
22.
A fuel conduit 28 is coupled to an outlet of the fuel pump 24. The
fuel delivery system 12 may further include a fuel filter 29
configured to remove unwanted particulates from the fuel flowing
through the fuel delivery system. The fuel conduit 28 is in fluidic
communication with a fuel injector 30 coupled directly to the
cylinder 18 to provide what is known as direct injection to the
engine 14. Additionally or alternatively, a port fuel injector, in
the fuel delivery system, positioned upstream of the cylinder 18
may be used to provide fuel to the cylinder 18. It will be
appreciated that addition components may be included in the fuel
delivery system such as a higher pressure fuel pump 24.
A refueling conduit 40 is also included in the fuel delivery system
12. The refueling conduit 40 is in fluidic communication with the
fuel tank 22 and a refueling port 42. The refueling port may
include a refueling cap, a refueling door, a refueling inlet, etc.
In one example, the refueling port includes a cap-less inlet, in
which there is no removable cap but rather a spring-loaded covering
of the inlet that moves as a result of insertion of an
appropriately sized nozzle and/or an adapter as described herein.
Thus, the refueling port 42 may be configured to receive a
refueling nozzle. The refueling nozzle may be included in a fuel
pump in a vehicle filing station, for example. Additionally, the
refueling port 42 may include a mis-fueling inhibitor configured to
receive nozzles having only certain sizes or geometries. However,
in other examples the mis-fueling inhibitor may not be included in
the refueling port 42.
Additionally, the refueling port 42 may be configured to receive a
refueling adapter 50. Specifically, the refueling adapter may be
removably coupled (e.g., attached and removed from) the refueling
port 42, denoted via arrow 52. In this way, a user may attach and
remove the refueling adapter 50 when desired. In another example,
the refueling adapter 50 may be removably coupled to a fuel
canister (e.g., a gas can). In this way, the refueling adapter 50
may be used for refueling different fuel storage containers,
thereby increasing the refueling adapter's applicability and
enabling the vehicle to be refueled at remote locations.
The refueling adapter 50 is configured to enable nozzles of
different sizes and/or geometries to be inserted into the refueling
port 42, shown in FIG. 1, or another suitable refueling port. The
refueling adapter 50 is also configured to reduce the flowrate of
the fuel into the refueling port 42 shown in FIG. 1 or any other
suitable fuel port. It will be appreciated that in some examples
the refueling adapter may be stored in the vehicle 10 such as in a
spare tire well in the vehicle, for example. In one example, the
refueling adapter 50 may be a non-black color which may enable a
vehicle operator to easily distinguish the refueling adapter from
spare parts (e.g., a spare tire) and/or spare tools adjacent to the
refueling adapter, when stored in the vehicle.
FIG. 2 shows an example refueling adapter 50. The refueling adapter
50 includes an inlet 200 and an outlet 202. The inlet 200 is
configured to receive a refueling nozzle, such as a refueling
nozzle included in a fuel pump at a filling station or of a fuel
can. The outlet 202 is configured to be inserted into a fuel port,
such as the refueling port 42 shown in FIG. 1.
The refueling adapter 50 includes an inlet section 204 and a nozzle
section 206. The nozzle section 206 may also be referred to as an
outlet section. Additionally, the refueling adapter 50 includes a
housing 208. The housing 208 may be conceptually divided into a
nozzle section housing and an inlet section housing. The housing
208 may define flow passages in the refueling adapter 50 discussed
in greater detail herein. Cutting plane 220 defines the
cross-section shown in FIGS. 3-5 denoted by 3-3' and cutting plane
222 defines the cross-section shown in FIG. 6 denoted by 6-6'. The
refueling adapter 50 further includes a pen clip 230. The pen clip
230 may be used in some vehicles to hold the refueling adapter
(e.g., an upper part of the refueling adapter) in position while in
storage in the vehicle, such as in a spare tire well of the
vehicle.
FIGS. 3-4 show cross-sectional views of the refueling adapter 50
shown in FIG. 2. FIG. 3 shows the refueling adapter 50 having the
housing 208. The refueling adapter 50 also includes an anti-sealing
rib 300 and a restrictor element 302. The anti-sealing rib 300 is
coupled (e.g., directly coupled) to the housing 208. The restrictor
element 302 may be coupled (e.g., directly coupled) to the
anti-sealing rib 300. Additionally, the restrictor element 302 may
also be coupled (e.g., directly coupled) to the housing 208.
The housing 208 may be constructed out of a non-conductive
material, such as a non-conductive polymeric material (e.g.,
Polyester, Polypropylene, Polyethylene, Acetal (POM), Acrylonitrile
butadiene styrene (ABS), Polycarbonate, Acrylic, Polyphthalamide
(PPA), and/or Polyphenylene sulfide (PPS). Thus, the housing 208
may comprise a non-conductive material. The restrictor element 302
may be constructed out of a non-conductive material, such as a
non-conductive polymeric material, (e.g., Polyester, Polypropylene,
Polyethylene, Acetal (POM), Acrylonitrile butadiene styrene (ABS),
Polycarbonate, Acrylic, Polyphthalamide (PPA), and/or Polyphenylene
sulfide (PPS). Thus, the restrictor element 302 may comprise a
non-conductive material. The anti-sealing rib 300 may be
constructed out of a non-conductive material, such as a
non-conductive polymeric material, (e.g., Polyester, Polypropylene,
Polyethylene, Acetal (POM), Acrylonitrile butadiene styrene (ABS),
Polycarbonate, Acrylic, Polyphthalamide (PPA), and/or Polyphenylene
sulfide (PPS). Thus, the anti-sealing rib 300 may comprise a
non-conductive material. In one example, the refueling adapter 50
may not include a conductive material. In some examples, the
housing, anti-sealing rib, and/or restrictor element may comprise
different materials. However, in other examples at least two of the
housing, anti-sealing rib, and restrictor element may comprise
similar material(s).
The anti-sealing rib 300 includes a first portion 304 and a second
portion 306. The first portion 304 and the second portion 306 are
arranged perpendicular to one another. However, other relative
positions of the first portion and the second portion have been
contemplated. The first portion 304 extends along and is directly
coupled to the inlet section housing. Thus, the first portion
radially extends from the housing in an inward direction. As shown,
the thickness of the first portion 304 does not vary along its
length. However, other anti-sealing rib geometries have been
contemplated. For example, the thickness of the first portion 304
may vary along its length. The first portion 304 is parallel to an
axis 308 of the nozzle section 206. Additionally, the second
portion 306 is radially aligned. A radial axis 320 is also provided
for reference.
Thus, the second portion 306 radially extends across the inlet
section 204. Specifically, the second portion 306 radially extends
across an inlet section flow passage 310. However, other
anti-sealing rib geometries have been contemplated.
The housing 208 defines flow passages in the refueling adapter 50.
An inlet section flow passage 310 is shown. The boundary of the
inlet section flow passage 310 is defined by the inlet section
housing 208, the anti-sealing rib 300, and the restrictor element
302. A nozzle section flow passage 312 is also shown in FIG. 3. The
boundary of the nozzle section flow passage 312 is defined by the
nozzle section housing.
Furthermore, the restrictor element 302 is shown directly coupled
to the anti-sealing rib 300, in FIG. 3. Specifically, the
restrictor element may be positioned in a recess in the
anti-sealing rib 300. However, as shown in FIG. 4 the restrictor
element 302 is spaced away (e.g., axially spaced away) from the
anti-sealing rib 300. The housing 208 is also shown in FIG. 4. As
depicted in FIG. 3, the anti-sealing rib 300 is positioned upstream
of the restrictor element 302. Thus, the restrictor element is
positioned downstream of the anti-sealing rib. The refueling
adapter 50 shown in FIG. 4 includes many components which are
comparable. Therefore, similar parts are labeled accordingly.
Returning to FIG. 3, the thickness of the illustrated housing 208
does not vary along its length. However, in other examples, the
thickness of the housing 208 may vary along its length. For
example, the nozzle section housing may have a greater thickness
than the inlet section housing or vice-versa. Further in some
examples, the thickness of the housing may vary in the individual
housing sections.
FIG. 5 shows a cross-sectional view of the refueling adapter 50,
shown in FIG. 3, with a fuel nozzle 500 inserted therein. The fuel
nozzle 500 may be coupled to a fuel pump at a filling station, a
fuel can, etc.
Arrow 502 denotes the general flow of fuel from the nozzle 500.
Thus, during refueling fuel may flow around the anti-sealing rib
300 and the restrictor element 302 and into the nozzle section flow
passage 312. Thus, the restrictor element 302 does not completely
block the nozzle section flow passage 312. Impeding the fuel via
the restrictor element increases losses in the adapter, thereby
decreasing the flowrate of the fuel through the adapter during
refueling. It will be appreciated that the fuel may have additional
complexity that is not depicted.
As shown, the nozzle 500 is in face sharing contact with the
anti-sealing rib 300. The interface between the anti-sealing rib
300 and the nozzle 500 substantially prevents the nozzle from
sealing in the refueling adapter 50, thereby reducing the flowrate
of fuel and the propensity towards electrostatic charge build-up
during refueling in the refueling adapter. Decreasing the
electrostatic charge build-up during refueling decreases the
likelihood of an electrostatic discharge into the fuel which may
cause a fire and/or explosion.
FIG. 6 shows another example cross-sectional view of the refueling
adapter 50 shown in FIG. 2. The cross-sectional view is oriented in
a downstream direction. As shown, the anti-sealing rib 300 is
arranged upstream of the restrictor element 302. The restrictor
element 302 is circular, in the depicted example. However, other
restrictor element geometries have been contemplated. For example,
the restrictor plate may include a mesh, molded screen, or
grate.
As shown, the anti-sealing rib 300 circumferentially extends around
only a portion of the inlet section housing. Moreover, the
anti-sealing rib 300 extends in a radial inward direction from a
surface of the inlet section housing. Specifically, the
anti-sealing rib 300 circumferentially extends 5 degrees or less
around the housing 208, in one example. The angle may be selected
based on the thickness of the housing.
FIG. 6 shows a flow impeding surface 600 of the anti-sealing rib
300 and a flow impeding surface 602 of the restrictor element 302.
The area of surface 600 is less than the area of surface 602.
However, other relative sizes have been contemplated. In FIG. 6,
the restrictor element 302 is circular. However, other restrictor
element geometries have been contemplated. The flow impeding
surface 602 is planar and perpendicularly arranged with regard to
the axis 308, shown in FIG. 3. However, other flow impeding surface
geometries have been contemplated.
In some examples, a ratio between the area of the flow impeding
surface 600 and an unrestricted flow plane 606 peripheral to the
restricted surface area may be selected to achieve a flowrate of
.ltoreq.1.5 gallons per minute through the refueling adapter during
refueling operation. The cross-sectional views illustrate the
various openings and free space included in the adapter
structure.
FIG. 7 shows a method 700 for operation of a refueling adapter. The
method 700 may be implemented via the refueling adapter discussed
above with regard to FIGS. 1-6 or may be implemented via another
suitable refueling adapter in other examples.
At 702 the method includes attaching a refueling adapter to a fuel
port. Next at 704 the method includes inhibiting a nozzle from
sealing against a housing of the refueling adapter.
At 706 the method includes flowing fuel through the refueling
adapter. Next at 708 the method includes reducing the flowrate of
the fuel via a restrictor element in the refueling adapter.
Note that the example control routines included herein can be used
with various engine and/or vehicle system configurations. The
specific routines described herein may represent one or more of any
number of processing strategies such as event-driven,
interrupt-driven, multi-tasking, multi-threading, and the like. As
such, various acts, operations, or functions illustrated may be
performed in the sequence illustrated, in parallel, or in some
cases omitted. Likewise, the order of processing is not necessarily
required to achieve the features and advantages of the example
embodiments described herein, but is provided for ease of
illustration and description. One or more of the illustrated acts
or functions may be repeatedly performed depending on the
particular strategy being used.
It will be appreciated that the configurations and routines
disclosed herein are exemplary in nature, and that these specific
embodiments are not to be considered in a limiting sense, because
numerous variations are possible. For example, the above technology
can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine
types. Further, one or more of the various system configurations
may be used in combination with one or more of the described
methods. The subject matter of the present disclosure includes all
novel and non-obvious combinations and sub-combinations of the
various systems and configurations, and other features, functions,
and/or properties disclosed herein.
* * * * *